US6625524B2 - Hybrid vehicle control apparatus and control method - Google Patents

Hybrid vehicle control apparatus and control method Download PDF

Info

Publication number
US6625524B2
US6625524B2 US09/835,399 US83539901A US6625524B2 US 6625524 B2 US6625524 B2 US 6625524B2 US 83539901 A US83539901 A US 83539901A US 6625524 B2 US6625524 B2 US 6625524B2
Authority
US
United States
Prior art keywords
torque
control
electric motor
target
inertia
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
US09/835,399
Other languages
English (en)
Other versions
US20010034572A1 (en
Inventor
Kozo Yamaguchi
Kenji Gotou
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Aisin AW Co Ltd
Original Assignee
Aisin AW Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Aisin AW Co Ltd filed Critical Aisin AW Co Ltd
Assigned to AISIN AW CO., LTD. reassignment AISIN AW CO., LTD. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: YAMAGUCHI, KOZO, GOTOU, KENJI
Publication of US20010034572A1 publication Critical patent/US20010034572A1/en
Application granted granted Critical
Publication of US6625524B2 publication Critical patent/US6625524B2/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/15—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with additional electric power supply
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/48—Drive Train control parameters related to transmissions
    • B60L2240/486—Operating parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0638—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/08—Electric propulsion units
    • B60W2510/081—Speed
    • B60W2510/082—Speed change rate
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0644—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/081—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/10—Change speed gearings
    • B60W2710/105—Output torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/10—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing at both ends of intermediate shafts
    • F16H2037/102—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing at both ends of intermediate shafts the input or output shaft of the transmission is connected or connectable to two or more differentials
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
    • F16H3/727—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/904—Component specially adapted for hev
    • Y10S903/909—Gearing
    • Y10S903/91—Orbital, e.g. planetary gears
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/951—Assembly or relative location of components

Definitions

  • the invention relates to a control apparatus and a control method for a hybrid vehicle.
  • a split, hybrid vehicle has been conventionally provided in which an engine, two electric motors, and a planetary gear unit, as a differential gear device, are provided. Three gear elements of the planetary gear unit are connected to the engine, one of the electric motors and an output shaft, respectively, and the other electric motor and the output shaft are connected (see Japanese Patent Application Laid-Open No. HEI 10-98805).
  • the drive feeling of the hybrid type vehicle deteriorates, for example, in a situation where, when the accelerator pedal is depressed so that one of the gear elements of the planetary gear unit, for example, the gear element connected to the engine, changes in rotation speed, the two motors, which change in rotation speed with changes in the rotation speed of the gear element, are not properly controlled.
  • a hybrid vehicle control apparatus in accordance with the invention includes an engine; first and second electric motors; an output shaft connected to a drive wheel; a differential gear device having at least four gear elements that are connected to the engine, the first and second electric motors, and the output shaft, respectively; generated control torque calculation processing means for calculating a control torque generated in association with an electrical control of the second electric motor; inertia torque calculation processing means for calculating first and second inertia torques occurring in association with changes in motor rotation speeds of the first and second electric motors; target control torque calculation processing means for calculating a control torque serving as a target for performing an electrical control of the first electric motor, based on the control torque and the first and second inertia torques; and torque control processing means for performing a torque control of the first electric motor in accordance with the control torque serving as the target.
  • Another hybrid vehicle control apparatus in accordance with the invention includes an engine; first and second electric motors; an output shaft connected to a drive wheel; a differential gear device having at least four gear elements that are connected to the engine, the first and second electric motors, and the output shaft, respectively; generated control torque calculation processing means for calculating a control torque generated in association with an electrical control of the second electric motor; inertia torque calculation processing means for calculating a first inertia torque that occurs in rotational elements from a rotor of the first electric motor to a gear element of the differential gear device in association with a change in a motor rotation speed of the first electric motor, and a second inertia torque that occurs in rotational elements from a rotor of the second electric motor to a gear element of the differential gear device in association with a change in a motor rotation speed of the second electric motor; target control torque calculation processing means for calculating a control torque serving as a target for performing an electrical control of the first electric motor, based on the control torque and the first and second iner
  • Still another hybrid vehicle control apparatus in accordance with the invention includes an engine; first and second electric motors; an output shaft connected to a drive wheel; a differential gear device having at least four gear elements that are connected to the engine, the first and second electric motors, and the output shaft, respectively; target output torque calculation processing means for calculating a target output torque of an output torque outputted to the output shaft; generated control torque calculation processing means for calculating a control torque generated in association with an electrical control of the second electric motor; inertia torque calculation processing means for calculating first and second inertia torques occurring in association with changes in motor rotation speeds of the first and second electric motors; target control torque calculation processing means for calculating, based on the control torque and the first and second inertia torques, a control torque serving as a target for performing an electrical control of the first electric motor such that the target output torque is generated; and torque control processing means for performing a torque control of the first electric motor in accordance with the control torque serving as the target.
  • a yet another hybrid vehicle control apparatus in accordance with the invention includes an engine; first and second electric motors; an output shaft connected to a drive wheel; a differential gear device having at least four gear elements that are connected to the engine, the first and second electric motors, and the output shaft, respectively; target output torque calculation processing means for calculating a target output torque of an output torque outputted to the output shaft; generated control torque calculation processing means for calculating a control torque generated in association with an electrical control of the second electric motor; inertia torque calculation processing means for calculating a first inertia torque that occurs in rotational elements from a rotor of the first electric motor to a gear element of the differential gear device in association with a change in a motor rotation speed of the first electric motor, and a second inertia torque that occurs in rotational elements from a rotor of the second electric motor to a gear element of the differential gear device in association with a change in a motor rotation speed of the second electric motor; target control torque calculation processing means for calculating, based on the control
  • the hybrid vehicle control apparatus of the invention may further include target engine revolution speed calculation processing means for calculating a target engine revolution speed of the engine; and rotation speed control processing means for performing a rotation speed control of the second electric motor such that an engine revolution speed becomes equal to the target engine revolution speed.
  • a target motor rotation speed NM 2 * may be given as:
  • the first inertia torque may be calculated by multiplying an inertia moment of a rotor of the first electric motor by an angular acceleration of the first electric motor
  • the second inertia torque may be calculated by multiplying an inertia moment of a rotor of the second electric motor by an angular acceleration of the second electric motor.
  • the first inertia torque may be a sum of values obtained by multiplying inertia moments of the rotational elements from the rotor of the first electric motor to the gear element of the differential gear device by angular accelerations of the rotational elements, respectively
  • the second inertia torque may be a sum of values obtained by multiplying inertia moments of the rotational elements from the rotor of the second electric motor to the gear element of the differential gear device by angular accelerations of the rotational elements, respectively.
  • the target motor torque TM 1 * may be given as:
  • TM 1 * K 3 (TM 2 #+IM 2 ) ⁇ K 4 ⁇ TO * ⁇ IM 1 (K 3 , K 4 : constants)
  • a hybrid type vehicle control method in accordance with the invention is applied to a hybrid vehicle that has an engine; first and second electric motors; an output shaft connected to a drive wheel; and a differential gear device having at least four gear elements that are connected to the engine, the first and second electric motors, and the output shaft, respectively.
  • a control torque generated in association with an electrical control of the second electric motor is calculated.
  • First and second inertia torques occurring in association with changes in motor rotation speeds of the first and second electric motors are calculated.
  • a control torque serving as a target for performing an electrical control of the first electric motor is calculated based on the control torque and the first and second inertia torques.
  • a torque control of the first electric motor is performed in accordance with the control torque serving as the target.
  • FIG. 1 is a function block diagram of a control apparatus of a hybrid type vehicle in accordance with a first embodiment of the invention
  • FIG. 2 is a conceptual diagram of the hybrid type vehicle in the first embodiment of the invention.
  • FIG. 3 is a block diagram of a control circuit of the hybrid type vehicle in the first embodiment of the invention.
  • FIG. 4 is a main flow chart illustrating an operation of the hybrid type vehicle in the first embodiment of the invention.
  • FIG. 5 is a diagram indicating a target output torque map regarding a drive shaft in the first embodiment of the invention.
  • FIG. 6 is a diagram indicating an engine target operation state map in the first embodiment of the invention.
  • FIG. 7 is a diagram showing a sub-routine of a first motor control process in the first embodiment of the invention.
  • FIG. 8 is a conceptual diagram of a planetary gear unit in the first embodiment of the invention.
  • FIG. 9 is a rotation speed diagram in connection with start of the vehicle in the first embodiment of the invention.
  • FIG. 10 is a torque diagram in connection with start of the engine in the first embodiment of the invention.
  • FIG. 11 is a rotation speed diagram in connection with start of the engine in the first embodiment of the invention.
  • FIG. 12 is a torque diagram in connection with split-driving in the first embodiment of the invention.
  • FIG. 13 is a rotation speed diagram in connection with split-driving in the first embodiment of the invention.
  • FIG. 14 is a torque diagram in connection with reverse drive in the first embodiment of the invention.
  • FIG. 15 is a rotation speed diagram in connection with reverse drive in the first embodiment of the invention.
  • FIG. 16 is a conceptual diagram of a hybrid type vehicle in accordance with a second embodiment of the invention.
  • FIG. 17 is a conceptual diagram of a hybrid type vehicle in accordance with a third embodiment of the invention.
  • FIG. 1 is a function block diagram of a hybrid type vehicle control apparatus in accordance with a first embodiment of the invention.
  • FIG. 2 is a conceptual diagram of a hybrid type vehicle in the first embodiment of the invention.
  • the output shaft 14 is connected to the drive wheels 41 .
  • the first planetary set 51 is made up of the sun gear S 1 , pinions P 1 meshed with the sun gear S 1 , the ring gear R 1 meshed with the pinions P 1 , and the carrier CR 1 rotatably supporting the pinions P 1 .
  • the second planetary set 52 is made up of the sun gear S 2 , pinions P 2 meshed with the sun gear S 2 , the ring gear R 2 meshed with the pinions P 2 , and the carrier CR 2 rotatably supporting the pinions P 2 .
  • the carrier CR 1 and the sun gear S 2 are interconnected, and the ring gear R 1 and the carrier CR 2 are interconnected.
  • the sun gear S 1 , the carrier CR 1 and the ring gear R 1 constitute three gear elements.
  • the sun gear S 2 , the carrier CR 2 and the ring gear R 2 constitute three gear elements.
  • the engine 11 is connected with the sun gear S 2 and the carrier CR 1 , that is, a first gear element.
  • the first electric motor 16 is connected with the ring gear R 2 , that is, a second gear element.
  • the second electric motor 25 is connected with the sun gear S 1 , that is, a third gear element.
  • the output, or drive, shaft 14 is connected with the carrier CR 2 and the ring gear R 1 , that is, a fourth gear element.
  • the engine 11 , the first electric motor 16 and the second electric motor 25 are provided with an output shaft 12 , an output shaft 17 and a transmission shaft 26 , respectively.
  • the output shaft 12 is connected to the sun gear S 2 .
  • the output shaft 17 is connected to the ring gear R 2 via a drive gear 53 mounted on the output shaft 17 , a counter gear 55 that is disposed rotatably relative to a counter shaft 54 and that is meshed with the drive gear 53 , and a driven gear 56 mounted on the ring gear R 2 .
  • the transmission shaft 26 is connected to the sun gear S 1 .
  • the first electric motor 16 is substantially made up of a rotor 21 that is fixed to the output shaft 17 and that is rotatably disposed, a stator 22 disposed around the rotor 21 , and coils 23 wound on the stator 22 .
  • the coils 23 are connected to a battery (not-shown) that is provided as an electricity storage member.
  • the first electric motor 16 is driven by current supplied from the battery, and generates and outputs rotation to the output shaft 17 .
  • this embodiment employs the battery as an electricity storage member, it is also possible to use a capacitor, a flywheel, a pressure accumulator, etc., instead of the battery.
  • the second electric motor 25 is substantially made up of a rotor 37 that is fixed to the transmission shaft 26 and that is rotatably disposed, a stator 38 disposed around the rotor 37 , and coils 39 wound on the stator 38 .
  • the coils 39 are connected to the battery.
  • the second electric motor 25 generates electric power from rotation inputted via the transmission shaft 26 , and thereby supplies current to the battery. Furthermore, the second electric motor 25 is driven by current supplied from the battery, and thereby generates and outputs rotation to the transmission shaft 26 .
  • a counter shaft 31 In order to rotate the drive wheels 41 in the same direction as revolution of the engine 11 , a counter shaft 31 is provided. A counter driven gear 32 and a pinion drive gear 33 are fixed to the counter shaft 31 . The counter driven gear 32 and a counter drive gear 15 are meshed so that rotation is transmitted from the counter drive gear 15 to the counter driven gear 32 while the rotating direction is reversed.
  • a large ring gear 35 is fixed to a differential device 36 .
  • the large ring gear 35 is meshed with the pinion drive gear 33 . Therefore, rotation transmitted to the large ring gear 35 is distributed and transmitted to the drive wheels 41 by the differential device 36 via drive shafts 57 .
  • FIG. 3 is a block diagram of a control circuit of the hybrid vehicle in a first embodiment of the invention.
  • FIG. 4 is a main flowchart illustrating an operation of the hybrid vehicle in the first embodiment of the invention.
  • FIG. 5 is a diagram indicating a target output torque map regarding a drive shaft in the first embodiment of the invention.
  • FIG. 6 is a diagram indicating an engine target operation state map in the first embodiment of the invention.
  • FIG. 7 is a chart illustrating a sub-routine of a first motor control process in the first embodiment of the invention.
  • FIG. 8 is a conceptual diagram of the planetary gear unit in the first embodiment of the invention.
  • FIG. 9 is a diagram indicating rotational speeds at the time of a vehicle start in the first embodiment of the invention.
  • the horizontal axis indicates the vehicle speed V
  • the vertical axis indicates the target output torque TO, that is, the target output torque TO*.
  • the horizontal axis indicates the engine revolution speed NE
  • the vertical axis indicates the engine torque TE.
  • U 1 represents a drive section
  • U 2 represents a control section
  • U 3 represents a sensor section.
  • the engine 11 , the first and second electric motors 16 , 25 , and a battery 43 are disposed in the drive section U 1 .
  • Disposed in the control section U 2 are a vehicle control device 61 formed by a CPU for performing overall control of the hybrid type vehicle, an engine control device 46 for controlling the engine 11 , a first motor control device 47 for controlling the first electric motor 16 , a second motor control device 49 for controlling the second electric motor 25 , and a memory (not-shown) provided as storage means.
  • a battery sensor 44 provided as a remaining stored electricity detecting means for detecting the remaining battery amount SOC as the remaining amount of electricity stored in the battery 43 ; an accelerator sensor 62 disposed on an accelerator pedal (not-shown) for detecting the amount of accelerator operation AP, that is, the amount of depression of the accelerator pedal; a vehicle speed sensor 63 provided as a vehicle speed detecting means for detecting the vehicle speed V; a motor rotation speed sensor 64 provided as a motor rotation speed detecting means for detecting the rotation speed of the second electric motor 25 , that is, the motor rotation speed NM 2 ; and an engine revolution speed sensor 65 provided as an engine revolution speed detecting means for detecting the revolution speed of the engine 11 , that is, the engine revolution speed NE.
  • the amount of accelerator operation AP and the remaining battery amount SOC are sent to the vehicle control device 61 .
  • the motor rotation speed NM 2 is sent to the second motor control device 49 .
  • the engine revolution speed NE is sent to the engine control device 46 .
  • the motor rotation speed sensor 64 is disposed facing the transmission shaft 26 .
  • the engine revolution speed sensor 65 is disposed facing the output shaft 12 .
  • a target output torque setting processing means MS 1 (not-shown) of the vehicle control device 61 performs a target output torque setting process.
  • the means MS 1 reads the amount of accelerator operation AP and the vehicle speed V and, with reference to a target output torque map, as shown in FIG. 5, thereby sets a target output torque TO* corresponding to the amount of accelerator operation AP and the vehicle speed V.
  • an engine target operation state setting processing means MS 2 performs an engine target operation state setting process. Based on the target output torque TO* and the vehicle speed V, the means MS 2 calculates a drive force (power) needed to output the target output torque TO* to the drive shafts 57 , that is, the needed drive power PO, as in the following expression, and thereby sets an engine target operation state:
  • the engine target operation state setting processing means MS 2 reads the remaining battery amount SOC, and adds a correction drive power Ph to the needed drive power PO corresponding to the remaining battery amount SOC, thereby correcting the needed drive power PO.
  • the corrected needed drive power PO′ is given as:
  • the needed drive power PO is increased (Ph>0) in order to cause the first electric motor 16 to generate electric power and charge the battery 43 by supplying current thereto. If the remaining battery amount SOC is great, the needed drive power PO is reduced (Ph ⁇ 0) so that electric power is consumed by supplying current from the battery 43 to the second electric motor 25 .
  • a target engine revolution speed calculation processing means and a target engine torque calculation processing means of the engine target operation state setting processing means MS 2 refer to an engine target operation state map stored in the memory, as shown in FIG. 6, and sets highly efficient points A 1 to A 3 , A min of engine operation points PO 1 —PO 1 to PO 3 —PO 3 as an engine target operation state, sets target engine revolution speeds NE 1 to NE 3 in the engine target operation state as a target engine revolution speed NE*, and calculates engine torques TE 1 to TE 3 in the engine target operation state as a target engine torque TE*, so that the aforementioned needed drive power PO′ is outputted from the engine 11 , that is, the drive power calculated by multiplying the engine torque TE and the engine revolution speed NE becomes equal to the needed drive power PO′.
  • the engine operation points PO 1 —PO 1 to PO 3 —PO 3 are points where the drive power calculated by multiplying the engine torque TE and the engine revolution speed NE is constant, and ⁇ 1 to ⁇ 6 indicate points where the efficiency of the engine 11 is constant. Furthermore, if the engine torque TE and the engine revolution speed NE are at most TE min and NE min respectively, in the engine target operation state map, the target engine revolution speed NE* and the target engine torque TE* are set to 0 (zero) and therefore the engine 11 is stopped.
  • a second motor control processing means MS 3 (not-shown) of the vehicle control device 61 performs a second motor control process.
  • the means MS 3 sends a target motor rotation speed NM 2 * to the second motor control device 49 .
  • ⁇ 1 ZS 1 /ZR 1 .
  • ⁇ 2 ZS 2 /ZR 2 .
  • the motor rotation speed NM 2 can be calculated as in:
  • NM 2 (( C+B )/ B ) NE ⁇ ( C/B ) NO.
  • the output rotation speed NO is given as:
  • NM 2 (( C+B )/ B ) NE ⁇ ( C/B ) V ⁇ GO
  • the second motor control processing means MS 3 calculates a target motor rotation speed NM 2 of the second electric motor 25 , that is, a target motor rotation speed NM 2 *, by the following equation.
  • the second motor control processing means MS 3 sends the target motor rotation speed NM 2 * to the second motor control device 49 .
  • K 1 , K 2 are constants, and the constants K 1 , K 2 are:
  • K 1 ( C+B )/ B
  • K 2 ( C/B ) GO.
  • a rotation speed control processing means (not-shown) of the second motor control device 49 performs a rotation speed control of the second electric motor 25 as an electrical control so that the motor rotation speed NM 2 detected by the motor rotation speed sensor 64 becomes equal to the target motor rotation speed NM 2 *. That is, the current supplied to the second electric motor 25 is feedback-controlled so that a deviation ⁇ NM 2 between the motor rotation speed NM 2 and the target motor rotation speed NM 2 * becomes 0.
  • the target engine revolution speed NE* is rapidly raised as the engine 11 is started, because the engine revolution speed NE before the start of the engine 11 is 0. In that case, the target motor rotation speed NM 2 * greatly changes, so that a shock occurs in the hybrid vehicle.
  • the target engine revolution speed NE* is changed stepwise. Likewise, when the engine 11 is stopped, the target engine revolution speed NE* is changed stepwise to 0.
  • the rotation of the carrier CR 1 and the sun gear S 2 of the planetary gear unit 13 changes. Because the amount of accelerator operation AP changes at this time, the target output torque TO* is changed. In association with changes in the target output torque TO*, the drive power PO is changed. With the changes in the drive power PO, the target engine revolution speed NE* is changed, and the target motor rotation speed NM 2 * is changed. Therefore, a rotation speed control can be performed such that the motor rotation speed NM 2 of the second electric motor 25 becomes equal to the target motor rotation speed NM 2 *.
  • the sun gear S 2 , the ring gear R 2 , the sun gear S 1 and the carrier CR 2 of the planetary gear unit 13 are connected to the engine 11 , the first and second electric motors 16 , 25 and the output shaft 14 , respectively. Therefore, if the motor torque TM 1 is not properly controlled when the motor rotation speed NM 2 changes in association with execution of the rotation speed control of the second electric motor 25 , the output torque TO of the hybrid type vehicle cannot be brought to the target output torque TO*, so that the drive feeling of the hybrid type vehicle deteriorates.
  • a first motor control processing means MS 4 (not-shown) of the vehicle control device 61 executes a first motor control process to control the motor torque TM 1 .
  • the motor torque TM 1 generated by the first electric motor 16 can be calculated as in the following torque balance equation based on the motor torque TM 2 and the output torque TO, taking the planetary gear unit 13 into consideration:
  • TM 1 ( C ( A+B )TM 2 ⁇ ( B /( A+B ) TO (1).
  • the motor torques TM 1 , TM 2 and the output torque TO assume positive values if they are generated in such a direction as to act on the planetary gear unit 13 when the engine 11 is driven. While the rotation speed control is being executed in the second electric motor 25 , the value of current supplied to the second electric motor 25 , that is, the value of the current, and the motor torque TM 2 generated by the second electric motor 25 are in proportion.
  • the value of the current of the second electric motor 25 is detected by a current sensor (not-shown), and that a motor torque TM 2 is calculated from the value of the current, and that a target motor torque TM 1 *, that is, a control torque serving as a target for an electrical control of the first electric motor 16 , is calculated from the calculated motor torque TM 2 and the target output torque TO*.
  • a first inertia torque IM 1 is generated by inertia moments of the rotating elements from the rotor 21 to the ring gear R 2 , that is, the rotor 21 , the output shaft 17 , the drive gear 53 , the counter shaft 54 , the counter gear 55 , the driven gear 56 , and the ring gear R 2 .
  • a second inertia torque IM 2 is generated by inertia moments of the rotating elements from the rotor 37 to the sun gear S 1 , that is, the rotor 37 , the transmission shaft 26 , and the sun gear S 1 . Therefore, the target motor torque TM 1 * cannot be accurately calculated using equation (1).
  • the target motor torque TM 1 * is corrected in accordance with the amounts of the first and second inertia torques IM 1 , IM 2 .
  • a generated control torque calculation processing means 91 (FIG. 1) of the first motor control processing means MS 4 calculates a motor torque TM 2 # as a control torque generated by the second electric motor 25 , based on the value of the current of the second electric motor 25 .
  • a motor rotation speed calculation processing means of the first motor control processing means MS 4 reads the motor rotation speed NM 2 detected by the motor rotation speed sensor 64 , and the engine revolution speed NE detected by the engine revolution speed sensor 65 . Based on the motor rotation speed NM 2 and the engine revolution speed NE, the motor rotation speed calculation processing means calculates a motor rotation speed NM 1 . Based on the motor rotation speed NM 1 , the means calculates an angular acceleration d ⁇ M 1 of the first electric motor 16 . In this case, the gear ratio GM 1 of the power transmission path from the first electric motor 16 to the planetary gear unit 13 is taken into account for the calculation of the motor rotation speed NM 1 .
  • the other two rotation speeds can be calculated based on simple proportional equations.
  • the gear ratio GM 0 of a power transmission path from the planetary gear unit 13 to the drive wheel 41 is taken into consideration.
  • An inertia torque calculation processing means 92 of the first motor control processing means MS 4 calculates an angular acceleration d ⁇ M 2 of the second electric motor 25 based on the motor rotation speed NM 2 . Subsequently, the inertia torque calculation processing means 92 calculates a first inertia torque IM 1 based on the angular acceleration d ⁇ M 1 and the inertia moment ImM 1 of the first electric motor 16 as in:
  • IM 1 ImM 1 ⁇ d ⁇ M 1 .
  • the inertia torque calculation processing means 92 also calculates a second inertia torque IM 2 based on the angular acceleration d ⁇ M 2 and the inertia moment ImM 2 of the second electric motor 25 as in:
  • IM 2 ImM 2 ⁇ d ⁇ M 2 .
  • the first electric motor 16 , the drive gear 53 , the counter gear 55 and the ring gear R 2 vary in angular acceleration from one another. Therefore, as the inertia moment ImM 1 , an equivalent inertia moment of the power transmission path is used, and the inertia moment ImM 1 is calculated as in:
  • ImM 1 ImM 1 ′+ ImCG ⁇ GM 1 ′+ImR 2 ⁇ GM 1 ,
  • ImM 1 ′ is the inertia moment of the rotor 21 , the output shaft 17 and the drive gear 53 ;
  • ImCG is the inertia moment of the counter shaft 54 ;
  • ImR 2 is the inertia moment of the driven gear 56 and the ring gear R 2 ;
  • GM 1 ′ is the gear ratio between the drive gear 53 and the counter shaft 54 .
  • the first inertia torque IM 1 is calculated based on the angular acceleration d ⁇ M 1 and the inertia moment ImM 1
  • the second inertia torque IM 2 is calculated based on the angular acceleration d ⁇ M 2 and the inertia moment ImM 2 .
  • the first inertia torque IM 1 based on the sum of the values obtained by multiplying the inertia moments of the rotor 21 , the output shaft 17 , the drive gear 53 , the counter gear 55 , and the ring gear R 2 by their angular accelerations, respectively, and to calculate the second inertia torque IM 2 based on the sum of the values obtained by multiplying the inertia moments of the rotor 37 , the transmission shaft 26 and the sun gear S 1 by their angular accelerations, respectively.
  • TM 1 (TM 1 *+IM 1 )GM 1 ;
  • TM 2 TM 2 #+IM 2 .
  • the output torque TO outputted to the output shaft 14 is given as:
  • equation (1) can be converted into equation (2), taking the first and second inertia torques IM 1 , IM 2 into consideration:
  • K 3 , K 4 are constants, and the constants K 3 , K 4 are:
  • K 4 B /(GM 1 ⁇ GO ( A+B )).
  • a target control torque calculation processing means 93 of the first motor control processing means MS 4 calculates a target motor torque TM 1 * based on equation (3) so that the target output torque TO* is generated, and sends the target motor torque TM 1 * to the first motor control device 47 . Because it is a precondition that the target output torque TO* in equation (3) assumes a negative value at the time of driving the motor in connection with the torque balance equation, it is necessary to reverse the sign of the target output torque TO* set by the target output torque setting processing means MS 1 before substitution in equation (3).
  • a torque control processing means 94 of the first motor control device 47 upon receiving the target motor torque TM 1 *, performs a torque control of the second electric motor 25 such that the target motor torque TM 1 * is outputted.
  • the torque control processing means 94 refers to a torque-current value map (not-shown) stored in the memory, and reads out a value of current corresponding to the target motor torque TM 1 *, and supplies a current of that value to the first electric motor 16 .
  • an engine control processing means MS 5 (not-shown) of the vehicle control device 61 performs an engine control process.
  • the means MS 5 refers to a torque-fuel injection amount map, a torque-throttle opening degree map and the like (not shown) stored in the memory, and reads out an amount of fuel injected, a degree of throttle opening and the like corresponding to the target engine torque TE*, and sends the amount of fuel injected, the degree of throttle opening and the like to the engine control device 46 , so that the target engine torque TE* is outputted.
  • the engine control device 46 controls the amount of fuel injected, the degree of throttle opening and the like.
  • the target motor torque TM 1 * is corrected by amounts corresponding to the first and second inertia torques IM 1 , IM 2 in this manner, the target motor torque TM 1 * can be calculated without being affected by the first and second inertia torques IM 1 , IM 2 occurring in association with changes in the rotation speed of the first and second electric motors 16 , 25 .
  • step S 1 the target output torque setting processing means MS 1 performs the target output torque setting process.
  • step S 2 the engine target operation state setting processing means MS 2 performs the engine target operation state setting process followed by step S 3 in which the second motor control processing means MS 3 performs the second motor control process.
  • step S 4 the first motor control processing means MS 4 performs the first motor control process and, finally, in step S 5 , the engine control processing means MS 5 performs the engine control process, and the procedure ends.
  • step S 4 - 1 the control motor torque TM 2 # of the second electric TM 2 # motor 25 is calculated. Then, in step S 4 - 2 , the angular acceleration d ⁇ M 1 of the first electric motor 16 is calculated and in step S 4 - 3 , the angular acceleration d ⁇ M 2 of the second electric motor 25 is calculated. Following this, in step S 4 - 4 , the first and second inertia torques IM 1 , IM 2 are calculated and then, in step S 4 - 5 , the target motor torque TM 1 * of the first electric motor 16 is calculated, following which the procedure returns.
  • FIG. 10 is a torque diagram for the start of the engine in the first embodiment of the invention and
  • FIG. 11 is a rotation speed diagram associated with start of the engine in accordance with the first embodiment of the invention.
  • the rotation speed line becomes as indicated by the broken line in FIG. 11, so that the motor rotation speed NM 1 and the output rotation speed NO assume positive values, the engine revolution speed NE is 0, and the motor rotation speed NM 2 assumes a negative value.
  • the engine 11 is started so that the rotation speed line becomes as indicated by the solid line in FIG. 11, the motor rotation speeds NM 1 , NM 2 become lower as indicated by broken-line arrows C, D so that the engine revolution speed NE assumes a positive value.
  • the output rotation speed NO is hardly changed by the inertia torque of the hybrid type vehicle.
  • the planetary gear unit 13 receives the motor torques TM 1 , TM 2 , and receives the output torque TO and the engine torque TE as reaction forces, as indicated in FIG. 10 .
  • the motor torque TM 1 assumes a value obtained by adding the first inertia torque IM 1 to the target motor torque TM 1 *.
  • the motor torque TM 2 assumes a value obtained by subtracting the second inertia torque IM 2 from the control motor torque TM 2 #.
  • the direction in which the motor torque TM 2 acts on the planetary gear unit 13 is different than the direction of the motor rotation speed NM 2 , so that the second electric motor 25 generates electric power.
  • FIG. 12 is a torque diagram in connection with split driving in accordance with the first embodiment of the invention.
  • FIG. 13 is a rotation speed diagram in connection with split driving in accordance with the first embodiment of the invention.
  • the rotation speed line becomes as indicated by one of two broken lines ⁇ 1 , ⁇ 2 in FIG. 13, so that the motor rotation speeds NM 1 , NM 2 , the output rotation speed NO and the engine revolution speed NE assume positive values.
  • the engine revolution speed NE is increased by depressing the accelerator pedal (not-shown) so that the rotation speed becomes as indicated by the solid line in FIG. 13, the motor rotation speed NM 1 is lowered as indicated by a broken-line arrow E, and the motor rotation speed NM 2 is increased as indicated by a broken-line arrow G, as the output rotation speed NO is not changed by the inertia of the hybrid type vehicle.
  • the planetary gear unit 13 receives the motor torque TM 1 and the engine torque TE, and receives the output torque TO and the motor torque TM 2 as reaction forces, as indicated in FIG. 12 .
  • the motor torque TM 1 assumes a value obtained by adding the first inertia torque IM 1 to the target motor torque TM 1 *.
  • the motor torque TM 2 assumes a value obtained by adding the second inertia torque IM 2 to the control motor torque TM 2 #.
  • the direction in which the motor torque TM 2 acts on the planetary gear unit 13 is different from the direction of the motor rotation speed NM 2 , so that the second electric motor 25 generates electric power.
  • the engine revolution speed NE is decreased by easing the accelerator pedal so that the rotation speed becomes as indicated by the solid line in FIG. 13, the motor rotation speed NM 1 becomes higher as indicated by a broken-line arrow F in FIG. 13, and the motor rotation speed NM 2 becomes lower as indicated by a broken-line arrow H, as the output rotation speed NO is not changed by the inertia of the hybrid type vehicle.
  • the planetary gear unit 13 receives the motor torque TM 1 and the engine torque TE, and receives the output torque TO and the motor torque TM 2 as reaction forces, as indicated in FIG. 12 .
  • the motor torque TM 1 assumes a value obtained by subtracting the first inertia torque IM 1 from the target motor torque TM 1 *.
  • the motor torque TM 2 assumes a value obtained by subtracting the second inertia torque IM 2 from the control motor torque TM 2 #.
  • the direction in which the motor torque TM 2 acts on the planetary gear unit 13 is different from the direction of the motor rotation speed NM 2 , so that the second electric motor 25 generates electric power.
  • FIG. 14 is a torque diagram in connection with reverse driving in accordance with the first embodiment of the invention.
  • FIG. 15 is a rotation speed diagram in connection with reverse driving in accordance with the first embodiment of the invention.
  • the planetary gear unit 13 receives the motor torques TM 1 , TM 2 , and receives the output torque TO and the engine torque TE as reaction forces, as indicated in FIG. 14 .
  • the motor torque TM 1 assumes a value obtained by adding the first inertia torque IM 1 to the target motor torque TM 1 *
  • the motor torque TM 2 assumes a value obtained by subtracting the second inertia torque IM 2 from the control motor torque TM 2 #.
  • the direction in which the motor torque TM 2 acts on the planetary gear unit 13 is the same as the direction of the motor rotation speed NM 2 , so that the second electric motor 25 does not generate electric power.
  • FIG. 16 is a conceptual diagram of the hybrid vehicle in accordance with the second embodiment of the invention.
  • carriers CR 1 , CR 2 as first gear elements are connected via a driven shaft 71 .
  • An engine (E/G) 11 and the carriers CR 1 , CR 2 are connected.
  • a first electric motor (M 1 ) 16 and a sun gear S 2 as a second gear element are connected.
  • a second electric motor (M 2 ) 25 and a sun gear S 1 as a third gear element are connected.
  • An output shaft 14 and ring gears R 1 , R 2 as a fourth gear element are connected.
  • the engine 11 , the first electric motor 16 and the second electric motor 25 are provided with an output shaft 12 , an output shaft 17 and a transmission shaft 26 , respectively.
  • the output shaft 12 and the carriers CR 1 , CR 2 are connected via a drive gear 72 attached to the output shaft 12 , a counter gear 74 disposed rotatably with respect to a counter shaft 73 and that is meshed with the drive gear 72 , and a driven gear 75 meshed with the counter gear 74 .
  • the output shaft 17 and the sun gear S 2 are connected.
  • the transmission shaft 26 and the sun gear S 1 are connected.
  • counter drive gears 77 , 79 are attached to the output shaft 14 .
  • Counter driven gears 78 , 82 and a pinion drive gear 84 are fixed to a counter shaft 81 .
  • the counter drive gears 77 , 79 are meshed with the counter driven gears 78 , 82 , respectively.
  • a large ring gear 35 is fixed to a differential device 36 .
  • the pinion drive gear 84 and the large ring gear 35 are meshed.
  • FIG. 17 is a conceptual diagram of a hybrid vehicle in accordance with the third embodiment of the invention.
  • a carrier CR 1 and a ring gear R 2 are connected, and a ring gear R 1 and a carrier CR 2 are connected.
  • An engine (E/G) 11 and the ring gear R 1 and the carrier CR 2 as a first gear element are connected.
  • a first electric motor (M 1 ) 16 and a sun gear S 2 as a second gear element are connected.
  • a second electric motor (M 2 ) 25 and a sun gear S 1 as a third gear element are connected.
  • An output shaft 14 , and the carrier CR 1 and the ring gear R 2 as a fourth gear element are connected.
  • the engine 11 , the first electric motor 16 and the second electric motor 25 are provided with an output shaft 12 , an output shaft 17 and a transmission shaft 26 , respectively.
  • the output shaft 12 and the ring gear R 1 are connected.
  • the output shaft 17 and the sun gear S 2 are connected via a drive gear 85 attached to the output shaft 17 , and a driven gear 86 attached to the sun gear S 2 .
  • the transmission shaft 26 and the sun gear S 1 are connected via a drive gear 87 attached to the transmission shaft 26 , and a driven gear 88 attached to the sun gear S 1 .
  • the driven gears 86 , 88 have sleeve portions 86 a , 88 a , respectively.
  • the output shaft 14 is surrounded by the sleeve portion 88 a .
  • the sleeve portion 88 a is surrounded by the sleeve portion 86 a.
  • the second and third embodiments differ from the first embodiment in the structure of the planetary gear unit 13 , and the connection relationships of the engine 11 , the fist and second electric motors 16 , 25 , and the output shaft 14 with respect to the planetary gear unit 13 . Therefore, the control method in the first embodiment can be adapted to the second and third embodiments in the following manner. That is, in the equation for calculating the target motor rotation speed NM 2 * by the second motor control processing means MS 3 , and in the equation for calculating the target motor torque TM 1 * by the target control torque calculation processing means 93 of the first motor control processing means MS 4 , the constants are changed, and the positive/negative signs are reversed.
  • the hybrid vehicle control apparatus includes an engine; a first and a second electric motor; an output shaft connected to a drive wheel; a differential gear device having at least four gear elements that are connected to the engine, the first and second electric motors and the output shaft, respectively; generated control torque calculation processing means for calculating a control torque generated in association with an electrical control of the second electric motor; inertia torque calculation processing means for calculating first and second inertia torques occurring in association with changes in motor rotation speeds of the first and second electric motors; target control torque calculation processing means for calculating a control torque serving as a target for performing an electrical control of the first electric motor, based on the control torque and the first and second inertia torques; and torque control processing means for performing a torque control of the first electric motor in accordance with the control torque serving as the target.
  • a control torque serving as a target for performing the electrical control of the first electric motor is calculated. Therefore, the control torque can be calculated without being affected by the first and second inertia torques occurring in association with changes in the rotation speeds of the first and second electric motors.
  • the drive feeling of the hybrid vehicle will not deteriorate when the rotation of one gear element of the gear elements of the differential gear device changes.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Multiple Motors (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Control Of Electric Motors In General (AREA)
US09/835,399 2000-04-24 2001-04-17 Hybrid vehicle control apparatus and control method Expired - Lifetime US6625524B2 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2000-122500 2000-04-24
JP2000122500A JP4314723B2 (ja) 2000-04-24 2000-04-24 ハイブリッド型車両の制御装置及び制御方法

Publications (2)

Publication Number Publication Date
US20010034572A1 US20010034572A1 (en) 2001-10-25
US6625524B2 true US6625524B2 (en) 2003-09-23

Family

ID=18632967

Family Applications (1)

Application Number Title Priority Date Filing Date
US09/835,399 Expired - Lifetime US6625524B2 (en) 2000-04-24 2001-04-17 Hybrid vehicle control apparatus and control method

Country Status (4)

Country Link
US (1) US6625524B2 (fr)
EP (1) EP1149725B1 (fr)
JP (1) JP4314723B2 (fr)
DE (1) DE60105483T2 (fr)

Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20040162182A1 (en) * 2003-02-14 2004-08-19 Nissan Motor Co., Ltd. Control apparatus and method for hybrid vehicle
US20050029023A1 (en) * 2003-07-18 2005-02-10 Aisin Aw Co., Ltd. Control system for hybrid vehicle
US20050070397A1 (en) * 2003-09-30 2005-03-31 Aisin Aw Co., Ltd. Electrically operated vehicle drive controller, electrically operated vehicle drive control method, and electrically operated vehicle with a vehicle drive controller
US20050101425A1 (en) * 2003-01-17 2005-05-12 Nissan Motor Co., Ltd. Hybrid transmission
US20080000700A1 (en) * 2004-09-21 2008-01-03 Toyota Jidosha Kabushiki Kaisha Hybrid Vehicle
US20080146408A1 (en) * 2005-06-24 2008-06-19 Toyota Jidosha Kabushiki Kaisha Control Device For Vehicular Drive System
US20090120700A1 (en) * 2007-11-08 2009-05-14 Toyota Jidosha Kabushiki Kaisha Control device for hybrid vehicle
US20100056325A1 (en) * 2008-08-29 2010-03-04 Paccar Inc Automatic throttle response for a hybrid vehicle
US20120142490A1 (en) * 2010-12-06 2012-06-07 Kia Motors Corporation Shifting control method of hybrid vehicle
CN102782513A (zh) * 2009-12-19 2012-11-14 罗伯特·博世有限公司 用于扭振减振的方法和装置
US20150028785A1 (en) * 2013-07-23 2015-01-29 Atieva, Inc. Electric vehicle motor torque safety monitor
US10174483B2 (en) * 2014-01-22 2019-01-08 Komatsu Ltd. Work vehicle and method for controlling work vehicle
US20220203821A1 (en) * 2019-04-23 2022-06-30 Zf Friedrichshafen Ag Transmission Device for a Hybrid Vehicle

Families Citing this family (31)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3214437B2 (ja) * 1998-03-06 2001-10-02 トヨタ自動車株式会社 ハイブリッド車の駆動制御装置
JP3300304B2 (ja) * 1999-07-30 2002-07-08 本田技研工業株式会社 ハイブリッド車両の制御装置
JP4244499B2 (ja) 2000-05-25 2009-03-25 アイシン・エィ・ダブリュ株式会社 ハイブリッド型車両の制御装置及び制御方法
US6453222B1 (en) 2000-10-31 2002-09-17 Volvo Car Corporation Method and arrangement in a hybrid vehicle for matching engine and generator torques at times of engagement and disengagement
US6512967B2 (en) 2000-10-31 2003-01-28 Volvo Car Corporation Method and arrangement in a hybrid vehicle for maximizing total torque output by minimizing differential torque capacities of the engine and generator
EP1316459A1 (fr) * 2001-11-30 2003-06-04 Ford Global Technologies, Inc. Procédé et agencement d'étalonnage des couples d'un véhicule électrique hybride
EP1316460A1 (fr) * 2001-11-30 2003-06-04 Ford Global Technologies, Inc. Procédé et agencement pour équilibrer les puissances d'un véhicule électrique hybride
JP2004222413A (ja) * 2003-01-15 2004-08-05 Honda Motor Co Ltd ハイブリッド車両の制御装置
JP4013905B2 (ja) * 2003-05-21 2007-11-28 トヨタ自動車株式会社 動力出力装置およびその制御方法並びに自動車
JP3858885B2 (ja) * 2003-11-18 2006-12-20 日産自動車株式会社 ハイブリッド変速機の変速比制御装置
JP4069901B2 (ja) * 2004-05-20 2008-04-02 トヨタ自動車株式会社 ハイブリッド車のドライブトレーン
JP4055746B2 (ja) 2004-06-18 2008-03-05 アイシン・エィ・ダブリュ株式会社 電動車両駆動制御装置及び電動車両駆動制御方法
JP4086043B2 (ja) * 2004-07-06 2008-05-14 トヨタ自動車株式会社 ハイブリッド車およびその走行抵抗の測定方法
DE602005017098D1 (de) * 2004-07-21 2009-11-26 Nissan Motor Verfahren und Vorrichtung zum Steuern des Drehmoments eines Elektromotors für ein Kraftfahrzeug
US7261660B2 (en) * 2004-07-29 2007-08-28 General Motors Corporation Electrically variable transmission arrangement with transfer gear between gear sets and clutches
JP3998016B2 (ja) 2004-11-12 2007-10-24 トヨタ自動車株式会社 車両用駆動装置
JP4497057B2 (ja) * 2005-08-23 2010-07-07 日産自動車株式会社 車両の変速制御装置
JP4669762B2 (ja) * 2005-09-06 2011-04-13 本田技研工業株式会社 エンジンの始動制御装置
DE102005061414A1 (de) 2005-12-22 2007-06-28 Robert Bosch Gmbh Verfahren zum Betreiben eines Hybridfahrzeugs
DE102006041160B4 (de) * 2006-09-01 2018-05-09 Audi Ag Hybridantriebsanordnung für Kraftfahrzeuge
JP4501925B2 (ja) * 2006-11-09 2010-07-14 トヨタ自動車株式会社 車両用駆動装置の制御装置
FR2918335B1 (fr) * 2007-07-06 2009-11-27 Renault Sas Dispositif d'estimation de grandeurs physiques pour transmission infiniment variable.
DE102008041897A1 (de) * 2008-09-09 2010-03-11 Robert Bosch Gmbh Verfahren zum Betreiben eines Antriebs eines Kraftfahrzeugs sowie Antriebsvorrichtung und elektronisches Steuergerät
JP2011194984A (ja) * 2010-03-18 2011-10-06 Aisin Seiki Co Ltd ハイブリッド車両の制御装置
KR101786126B1 (ko) 2012-10-26 2017-10-17 현대자동차주식회사 변속기 장착 ev차량의 모터토크 제어방법
US20150175010A1 (en) * 2013-07-23 2015-06-25 Atieva, Inc. All-wheel drive electric vehicle motor torque safety monitor
EP2913502A1 (fr) * 2014-02-27 2015-09-02 Siemens Aktiengesellschaft Procédé de fonctionnement d'un moteur à combustion couplé à un générateur et dispositif permettant de mettre en oeuvre le procédé
JP6399437B2 (ja) * 2014-06-04 2018-10-03 パナソニックＩｐマネジメント株式会社 制御装置及びそれを用いた作業管理システム
US10411631B2 (en) * 2016-04-27 2019-09-10 GM Global Technology Operations LLC Method and apparatus for vibration damping in a powertrain system
JP6642466B2 (ja) 2017-01-23 2020-02-05 トヨタ自動車株式会社 ハイブリッド車両の制御装置
JP6958284B2 (ja) * 2017-11-24 2021-11-02 株式会社豊田中央研究所 車両の制御装置

Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5558589A (en) 1995-07-20 1996-09-24 General Motors Corporation Two-mode, compound-split, electro-mechanical vehicular transmission
EP0830969A2 (fr) 1996-09-24 1998-03-25 Toyota Jidosha Kabushiki Kaisha Système d'entraínement et méthode de commande
US5735770A (en) * 1995-12-08 1998-04-07 Aisin Aw Co., Ltd. Control system for vehicular drive unit
US5899286A (en) 1995-02-02 1999-05-04 Kabushiki Kaisha Equos Research Hybrid vehicle
FR2774040A1 (fr) 1998-01-26 1999-07-30 Renault Groupe motopropulseur hybride comportant un double train epicycloidal
US5931757A (en) 1998-06-24 1999-08-03 General Motors Corporation Two-mode, compound-split electro-mechanical vehicular transmission
EP0937600A2 (fr) 1998-02-19 1999-08-25 Hitachi, Ltd. Système de transmission hybride incorporé dans une véhicule ou bicyclette
US5976054A (en) * 1997-06-27 1999-11-02 Nissan Motor Co., Ltd. Shift shock reducing apparatus of CVT equipped vehicle
DE19925229A1 (de) 1998-07-13 2000-01-27 Toyota Motor Co Ltd Leistungsabgabevorrichtung und Steuerungsverfahren der Leistungsabgabevorrichtung sowie durch die Leistungsabgabevorrichtung angetriebenes Hybridfahrzeug
US6087734A (en) 1995-11-14 2000-07-11 Toyota Jidosha Kabushiki Kaisha Power output apparatus, method of controlling power output apparatus, and driving system with power output apparatus incorporated therein

Patent Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5899286A (en) 1995-02-02 1999-05-04 Kabushiki Kaisha Equos Research Hybrid vehicle
US5558589A (en) 1995-07-20 1996-09-24 General Motors Corporation Two-mode, compound-split, electro-mechanical vehicular transmission
US6087734A (en) 1995-11-14 2000-07-11 Toyota Jidosha Kabushiki Kaisha Power output apparatus, method of controlling power output apparatus, and driving system with power output apparatus incorporated therein
US5735770A (en) * 1995-12-08 1998-04-07 Aisin Aw Co., Ltd. Control system for vehicular drive unit
EP0830969A2 (fr) 1996-09-24 1998-03-25 Toyota Jidosha Kabushiki Kaisha Système d'entraínement et méthode de commande
US5907191A (en) * 1996-09-24 1999-05-25 Toyota Jidosha Kabushiki Kaisha Power output apparatus and method of controlling the same
US5976054A (en) * 1997-06-27 1999-11-02 Nissan Motor Co., Ltd. Shift shock reducing apparatus of CVT equipped vehicle
FR2774040A1 (fr) 1998-01-26 1999-07-30 Renault Groupe motopropulseur hybride comportant un double train epicycloidal
EP0937600A2 (fr) 1998-02-19 1999-08-25 Hitachi, Ltd. Système de transmission hybride incorporé dans une véhicule ou bicyclette
US5931757A (en) 1998-06-24 1999-08-03 General Motors Corporation Two-mode, compound-split electro-mechanical vehicular transmission
DE19925229A1 (de) 1998-07-13 2000-01-27 Toyota Motor Co Ltd Leistungsabgabevorrichtung und Steuerungsverfahren der Leistungsabgabevorrichtung sowie durch die Leistungsabgabevorrichtung angetriebenes Hybridfahrzeug

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
Amano et al (US application Publication No. US 2001/0017227). *

Cited By (25)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7090607B2 (en) * 2003-01-17 2006-08-15 Nissan Motor Co., Ltd. Hybrid transmission
US7322897B2 (en) 2003-01-17 2008-01-29 Nissan Motor Co., Ltd. Hybrid transmission
US20060247083A1 (en) * 2003-01-17 2006-11-02 Nissan Motor Co., Ltd. Hybrid transmission
US20050101425A1 (en) * 2003-01-17 2005-05-12 Nissan Motor Co., Ltd. Hybrid transmission
US7101308B2 (en) 2003-02-14 2006-09-05 Nissan Motor Co., Ltd. Control apparatus and method for hybrid vehicle
US20040162182A1 (en) * 2003-02-14 2004-08-19 Nissan Motor Co., Ltd. Control apparatus and method for hybrid vehicle
US6932176B2 (en) * 2003-07-18 2005-08-23 Aisin Aw Co., Ltd. Control system for hybrid vehicle
US20050029023A1 (en) * 2003-07-18 2005-02-10 Aisin Aw Co., Ltd. Control system for hybrid vehicle
US20050070397A1 (en) * 2003-09-30 2005-03-31 Aisin Aw Co., Ltd. Electrically operated vehicle drive controller, electrically operated vehicle drive control method, and electrically operated vehicle with a vehicle drive controller
US7189177B2 (en) * 2003-09-30 2007-03-13 Aisin Aw Co., Ltd. Electrically operated vehicle drive controller, electrically operated vehicle drive control method, and electrically operated vehicle with a vehicle drive controller
US7813862B2 (en) * 2004-09-21 2010-10-12 Toyota Jidosha Kabushiki Kaisha Hybrid vehicle
US20080000700A1 (en) * 2004-09-21 2008-01-03 Toyota Jidosha Kabushiki Kaisha Hybrid Vehicle
US20080146408A1 (en) * 2005-06-24 2008-06-19 Toyota Jidosha Kabushiki Kaisha Control Device For Vehicular Drive System
US8123643B2 (en) 2005-06-24 2012-02-28 Toyota Jidosha Kabushiki Kaisha Control device for vehicular drive system
US20090120700A1 (en) * 2007-11-08 2009-05-14 Toyota Jidosha Kabushiki Kaisha Control device for hybrid vehicle
US7950485B2 (en) * 2007-11-08 2011-05-31 Toyota Jidosha Kabushiki Kaisha Control device for hybrid vehicle
US20100056325A1 (en) * 2008-08-29 2010-03-04 Paccar Inc Automatic throttle response for a hybrid vehicle
CN102782513A (zh) * 2009-12-19 2012-11-14 罗伯特·博世有限公司 用于扭振减振的方法和装置
CN102782513B (zh) * 2009-12-19 2015-08-26 罗伯特·博世有限公司 用于扭振减振的方法和装置
US20120142490A1 (en) * 2010-12-06 2012-06-07 Kia Motors Corporation Shifting control method of hybrid vehicle
US8663061B2 (en) * 2010-12-06 2014-03-04 Hyundai Motor Company Shifting control method of hybrid vehicle
US20150028785A1 (en) * 2013-07-23 2015-01-29 Atieva, Inc. Electric vehicle motor torque safety monitor
US10447195B2 (en) * 2013-07-23 2019-10-15 Atieva, Inc. Electric vehicle motor torque safety monitor
US10174483B2 (en) * 2014-01-22 2019-01-08 Komatsu Ltd. Work vehicle and method for controlling work vehicle
US20220203821A1 (en) * 2019-04-23 2022-06-30 Zf Friedrichshafen Ag Transmission Device for a Hybrid Vehicle

Also Published As

Publication number Publication date
JP4314723B2 (ja) 2009-08-19
DE60105483T2 (de) 2005-10-13
EP1149725A3 (fr) 2002-09-04
DE60105483D1 (de) 2004-10-21
EP1149725A2 (fr) 2001-10-31
EP1149725B1 (fr) 2004-09-15
JP2001309507A (ja) 2001-11-02
US20010034572A1 (en) 2001-10-25

Similar Documents

Publication Publication Date Title
US6625524B2 (en) Hybrid vehicle control apparatus and control method
US6654672B2 (en) Control apparatus and control method for hybrid vehicle
US6722457B2 (en) Hybrid vehicle and control method thereof
US6691809B2 (en) Power output apparatus, motor vehicle including power output apparatus and control methods thereof
JP2796698B2 (ja) ハイブリッド車両
JP3543678B2 (ja) 車両の駆動力制御装置
US6883626B2 (en) Hybrid vehicle and control method thereof
JP4202203B2 (ja) 動力出力装置およびその制御方法並びに自動車
EP1219487A2 (fr) Véhicule hybride avec procédé de coupure de l'alimentation d'un moteur à combustion interne
JP2008161023A (ja) 車両およびその制御方法
JP4365354B2 (ja) 動力出力装置およびこれを搭載する自動車並びに動力出力装置の制御方法
JP3931450B2 (ja) ハイブリッド車両およびその制御方法
JP4277018B2 (ja) 動力出力装置およびその制御方法並びに車両、駆動装置
JP4248553B2 (ja) 車両およびその制御方法
JP4371067B2 (ja) 動力出力装置およびこれを搭載する自動車並びに動力出力装置の制御方法
JP4215030B2 (ja) 動力出力装置およびこれを搭載する自動車並びに動力出力装置の制御方法
JP3289886B2 (ja) トルク算出装置及びトルク算出方法
JP4299287B2 (ja) 車両およびその制御方法並びに車載用の駆動装置
JP4334658B2 (ja) ハイブリッド型車両
JP4066935B2 (ja) 動力出力装置およびその制御方法並びに自動車
JP4165475B2 (ja) ハイブリッド車およびその制御方法
JP5963738B2 (ja) ハイブリッド車両の制御装置
JP2007137228A (ja) 動力出力装置およびその制御方法並びに自動車
JP2005171760A (ja) ハイブリッド車両の制御装置
JP2003326992A (ja) ハイブリッド変速機の変速制御装置

Legal Events

Date Code Title Description
AS Assignment

Owner name: AISIN AW CO., LTD., JAPAN

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:YAMAGUCHI, KOZO;GOTOU, KENJI;REEL/FRAME:011802/0384;SIGNING DATES FROM 20010412 TO 20010415

STCF Information on status: patent grant

Free format text: PATENTED CASE

FEPP Fee payment procedure

Free format text: PAYER NUMBER DE-ASSIGNED (ORIGINAL EVENT CODE: RMPN); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY

FPAY Fee payment

Year of fee payment: 4

FPAY Fee payment

Year of fee payment: 8

FPAY Fee payment

Year of fee payment: 12